Motor-car controlling means



Oct. 10,1939. M. CASERTAY v 7 79 v IOTOR CAR CONTROLLING BEANS Filed Feb. 8, 1952 3 Sheets-Sheet 1 INVENTOR.

Oct. 10, 1939,. M. 'CASERTA 2,175,179

V 'IOTOR CAR CONTROLLING MEANS Filed Feb; s, 19:52 a Sheets-Sheet 2 .l 27 I v 32 m. 2. IIIIIIIIF INVENTOR.

Oct. 10, 193 9.,

M. CASERTA mm on CONTROLLING MEANS- Filedrep. 8, 1952 3 Sheets-Sheet 3 INVENTOR.

Patented Oct. 10, 1939 UNITED STATES MOTOR-OAR CONTROLLING MEANS Michele Caserta, Detroit, Mich assignor to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Application February 8, 1932, Serial No. 591,523

3 Claims.

This invention relates to improvements in motor-car controlling means, and more especially to a new and novel construction thereof tending to simplify, render more eflicient and improve the same generally.

Prior art structures provide means which automatically throw the clutch out of engagement every time the accelerator pedal is released; the transmission gears can then be shifted without operating the clutch pedal and the car can coast or free-wheel.

Some prior art structures also provide a manual selector or control, by which the driver may at will discontinue the activity of the automatic clutch means and let the engine act 'as a brake whenever the accelerator pedal is released. However, when said activity is so discontinued it becomes necessary for the driver to operate the clutch pedal directly, before shifting gears; '20 and as more frequent gear shifting is required in hilly country right when it is safer to avoid free-wheeling, the driver accustomed to the automatic clutch finds even more objectionable the necessity of operating the clutch pedal directly.

Furthermore, with such structures if it is desired to accelerate the idling engine while the car is coasting at high speed, as soon as the accelerator pedal is depressed the clutch is immediately engaged while the speed of the driving member is by far below the speed of the driven member; this results in a jerk which imposes undue strain on motor and transmission and great discomfort to the passengers. 4

To avoid these objections I provide means by which the free-wheeling activity of the automatic clutch may be discontinued at will of the driver, still retaining the advantages of the automatic clutch only when shifting gears; said means also retard the re-engagement of the clutch until the engine speed corresponds to the speed of the vehicle.

These and other objects of the invention, as well as novel details of construction, will be more apparent as the description proceeds.

For the purpose of setting forth a clear description and understanding of my invention, I have shown the preferred general arrangement thereof in connection with a/ motor car or automotive vehicle provided with the usual motor, clutch,

transmission and controls, without any intention however to limit the scope of the invention to this embodiment. Many details pertaining to the combination of said car parts and accessories being already known in the art have been represented in a diagrammatical form, while a full disclosure has been made of the new means and arrangements forming the particular subject matv ter of the invention.

In the accompanying drawings: 5

Figures 1, 2 and 3 are views showing the general arrangement of three different embodiments of controlling means constructed in accordance with my invention, the structures being illustrated semi-diagrammatically for the purpose of 10 clearness, and

Figure 4 is a fragmentary view showing in larger scale some of the parts of the structure shown=in Figure 3.

Referring now, more particularly to Figure 1, 5 it will be noted that the reference character i indicates the engine or motor, 2 indicates the intake manifold of said engine, 3 a pipe (or similar means providing a port) connected to said manifold, t a valve in said pipe and 5 a spring which 20 tends to keep said valve in the closed position;

- 6 is a pipe connected to valve 4, and I is an opening or orifice setting communication between said pipe 6 and the atmosphere, while 8 is a needle valve for regulating said opening. Numeral 99 2:; designates the accelerator pedal.

Numeral 9 is a vacuum cylinder herein called clutch cylinder, 10 a piston in said cylinder, II a. piston rod connecting said piston to a lever I 2 which can pivot around point I 3 and so control 30 the position of the driven member of the clutch l4.

-Numeral l5 indicates the driving member of the clutch which is solid with the engine shaft l6; i1 is a centrifugal device of the sort known 35 in the art, which through sliding collar l8 regulates the position of the sliding member l9 mounted in bearing 20; the reference character 59 indicates a return spring. I

Spring 2| has a tendency to push piston I0 40 to the bottom of cylinder 9 and so keep the clutch engaged. The car transmission is indicated by numeral 22, while 23 is the transmission shaft, 24 another centrifugal device which through sliding collar 25 controls the position of sliding mem- 45 her 26 mounted in bearing 21, and Gil is a return spring. 7 v

Two brushes or conductors 28 and 29 are mounted in an insulated manner on members [9 and 26 respectively and may or may not be in 50 contact with each other according to the position of said sliding members, but are always in contact with, and slide on, the two bars or conductors 30 and 3| respectively; said bars are inserted in circuit 32 which includes a source of electric current 33 and a solenoid or electromagnet 34. When current circulates in it, said magnet 34 attracts ratchet or pawl 33 which-rotates around point 33 against tension of spring 33 and 5 releases switch or bar 31; said switch in turn rotates, under tension of spring 33, around point 33 and opens circuit 40, which includes a source of electric current 4|, a solenoid 42 and athermostaticswitch 43. When circuit is closed, solenoid 42 attracts armature or angle lever 44 which rotates clockwise around point and compels valve 4 to rotate in anti-clockwise direction against tension of spring 5 and open port 3. The thermostatic 15 switch 43 opens automatically, as already known in the art, after current has been flowing in circuit 40 for a predetermined time and the thermostatic element (which in Figure 1 is represented as being of the bimetallic construction) has atzo tained a predetermined temperature.

Before said temperature is attained, the tension of the thermostatic element is insufllcient to detach switch blade 43from permanent magnet 46, which holds the switch c osed; but-when the gs proper temperature is attained switch 43 snaps away from the magnet into the position shown by dotted. lines, where it is kept thereafter by ratchet or catch". Said catch 41 may oscillate around point 43 but is usually kept in the position 30 shown, by tension of spring 43.

A Bowden wire connects a control button 3| preferably mounted on instrument panel 32, to a plunger 53 which closes switch 43 when button I is pressed. Another plunger 34, preferably opers6 ated bythe accelerator pedal, when pressed makes ratchet 4'I rotate around point 43 and get out of the way of switch 43.

The clutch pedal 53 carries two extensions, 33 I and 51, which engage catch 33 and lever I2 re- 40 spectively when said clutch pedal is depressed.

In Figure 2 is shown a different arrangement embodying the principles of the present invention. Accelerator pedal 33 operates valve 33' through rod 3i, which is kept under tension by 48 spring 62. Pipe 3, connected to the intake manifold, branches into two pipes, 34 and 33, controlled by valves 33 and 31 respectively. Valve 33 is operated from instrument panel I3 bymeans of a-control rod 33 and button 33. 60 Numeral 1| indicates an opening or orifice setting communication between pipe 34 and cylinder I2 hereih called secondary cylinder, while I3 indicates gregulating needle or screw for varying the apert e of said orifice. Spring I3, acting on piston 14. and piston rod 13, tends to keep valve 61 in the open position; piston rod I3 is provided with a stop or disc 11 which, when moved to the right, engages angle lever I3 against tension of spring 32.

Q A stop or catch I3 is mounted on rod II, and

while it does not hinder the movement of rod II to the left, when said rod movosto the right stop I3 engagesratchet or pawl 33 and prevents the with the driving member II of the "clutch. When circuit 32 is closed solenoid 34 retracts pawl 33 so proportioned as to bring brushes 23 and 23 in contact'when the speeds of shafts l3 and 23 are practically equal, while if the speed of shaft 23.

is greater than the speed of shaft I3. brush 23 7 will travel to the right farther than brush 23 (for driven member I4 from coming into engagement instance as shown by the dotted lines in Figure 1) and no current will be allowed to flow in circuit 32.

Figure 3 shows another embodiment of the present invention; the reference character I03 indicates an electric motor and MI an electric 5 conduit connecting said motor to bar 30 of the synchronizing device; the other bar 3I is con-'- nected to another conduit I02 which includes a source of electric current I03. Conductor or conduit I02 branches in three conductors, namely 10 I04, I31 and I32, all connected to motor I00. Branch I34 includes switch I05, which is ofthe open circuit-kind, and switch I03 which is of ,the closed circuit kind. On the other hand branch I32 includes switch I25 which is of the open cirl5 cult sort, and branch I0I includes switch I33, which is of the opencircuit sort, and switch I03 which is of the closed circuit sort.

It will be seen that as all branches include a switch which is normally open, no current flows 20 'in motor I00, which in normal conditions is stacloses switch I05 by compressingspring III attached thereto.

Referring now also to Figure 4, it will be seen that reference character III indicates a clutch 30 throw-out memberor lever, pivoted around pin H2 and carrying by means of pivot H3 a catch or lever II4; the anti-clockwise rotation of said lever H4 is limited by stop II! which is part of lever I I I. 36

Motor I33 is provided with a bevel gear or pinion II3, which meshes with gear I"; said gear- I" and cam I33 are solid with shaft I34. Gear-I I1 is alsoprovided with a lug or catch II3. Numeral II3 indicates a lever pivoted around 40 point I23 while. I2I is a spring which keeps lever I I3 in the position shown in full lines in Figure 3, ailowinii switch I03 to stay closed. It will be seen however that as gear II I rotates in clockwise direction, lug II3 engages lever H3 and so opens'f 45.

- tion and further rotation of gear I" carries lug II3 past the range of lever II 3 and said lever snaps back to its rest position, allowing switch I33 to-return'to theclosed position. a Numeral I22 indicates a thermostatic body mounted at end I23 and terminated at the other' end by a rod or phmger I24; said rod I24, when moved-towards the left by an increase in temperature of thermostat I22, closes switch I23. Reference character I23 indicates an electric circuit which includes a inanually operated switch 1 I21, a source of electric current I 23, a resistance I23 and a switch I33, of the open'cirpuit kind, 0! having a tendency to assume the open position shown in dotted lines in Figure 3: a finger 'I3I, provided on clutch throw-out lever III may keep said'switch inthe closed position shown in full lines in Figure 3. 3

' Referring now more particularly to the embodiment shown in Figure 1, it will be'seen that while driving with the accelerator pedal depressed for instance in the position shown in dotted lines, tension. of spring 33 keeps switch 31 open. As no current flows in solenoid 42 lever 44 doesnot exert pressure on valve 4 and spring I keeps said valve rotated to the right, in the closed position,

as shown in dotted lines in Figure 1. However,

as soon as pedal 33 is released for instance to the (3 position shown in full lines in said figure, switch 31 closes circuit 40; current flows in solenoid, 42 and attracts lever 44 which in turn rotates in clockwise direction around point 45 and forces valve 4 to rotate in antieclockwise direction to the open position. 1

We shall now {first consider the case that button 5| and plunger 53 be in the free-wheeling position as shown in full lines in Figure 1; this means that switch 43 is kept closed and as long as the accelerator pedal is in the released position circuit 48 is closed and valve 4 is open. As soon as valve 4 is open vacuum is formed from manifold 2 through pipes 3 and 6 in cylinder 8 and the atmospheric pressure on the right side of piston l0 forces said piston to the left,

. for instance to the position shown in full lines in Figure 1. Rod moves with the piston and makes lever l2 rotate from the dotted position to the full line position,-disenga'ging clutch member H from the driving member l5; the transmission gears can then be shifted without touching the clutch pedal, and the car can coast or free-wheel.

Supposing that the car be allowed to freewheel for a while, and then the driver press the accelerator pedal again while the engine is idling but the car is still running at considerable speed, the speed of rotation of the idling shaft IE will be below the speed of shaft 23 and consequently the relative position of brushes 28 and 28 will be as shown in full lines for brush 28 and in dotted lines for brush 29. As said brushes are not in contact, circuit 32 is open and ratchet 35 prevents switch 31 from opening circuit 48; this keeps valve 4 open and the clutch disengaged.

However, as soon as the speed of the accelerating motor equals the speed of shaft 23, brushes 28 and 28 come in contact and close circuit 32; current energizes solenoid 34 which attracts ratchet 35 to the dotted position, releasing switch 31 which opens; solenoid 42 becomes inactive and allows spring 5 to close valve 4; the vacuum in cylinder 9 and port 6 is dissipated (more or less rapidly according to the adjustment of needle valve 8) by the atmospheric pressure rushing in through orifice 1, and spring 2| moves piston l0 and lever l2 to the right and engages the clutch. As the speeds of the clutch members are at this moment about equal, the engagement is very smooth.

Supposing now that button 5| and plunger 53 be in the direct drive position, as shown in dotted lines in Figure 1, it will be seen that as the accelerator'pedal 99 is released current begins to flow in circuit 40 generating resistance heat in thermostatic switch 43; at normal temperature said switch keeps the position shown in full lines and completes circuit 40, but as the temperature rises it has a tendency to assume the dotted line position; it is however held down by magnet 46' until the tension generated by the heat is such as to make it snap away from the magnet past depressed rod 54 makes latch 41 rotate in anticlockwise direction against tension of spring 49 releasing switch 43, which regains the normal position and closes the circuit for a new cycle.

Magnet 48 and the parts of thermostatic switch 43 are preferably so proportioned that switch 43 does not snap open until a period of time sum cient for shifting gearshas elapsed; as switch 43 snaps open, valve 4 closes and the clutch is engaged. The arrangement makes it-possible to shift gears without touching the clutch pedal, and still allows the use of the motor as a brake in the same way as in cars, with standard controls.

The extensions 58 and 51 on clutch pedal 55 release ratchet 35 and clutch member l4, and are provided as an emergency direct means of control. I

Referring now to the embodiment illustrated in Figure 2, it will be seen that while driving with the accelerator pedal depressed (as shown in dotted lines), valve 63 is closed; but as soon as said pedal is released valve 63 opens against tension of \spring 62 (as shown in full lines). Supposing now that the free wheeling control button 63 be in the position of free-wheeling shown in dotted lines in Figure 2 and corresponding to a closed valve 66, as no vacuum is formed -in cylinder 12, spring 15 will keep valve 61 all the time in the open position shown in full lines; As the accelerator pedal is released the suction in the intake manifold 2 produces a vacum in free-wheeling cylinder 8, piston I0 is forced to the left rotating lever l2 and disengaging clutch driven member Hi from driving member IS; the transmission gears can then beshifted without touching the clutch pedal, and the car can coast or free-wheel. If the car is allowed to free-wheel.

at high speed with the controls in the position last described, the engine speed falls down to idling speed and brushes 28 and 29 move away one from the other as already described, opening circuit 32. If the accelerator pedal is now depressed, valve 63 closes, spring 2| tends to move piston l8 towards the right and so engagethe clutch, but stop 19 engages ratchet 88 and the completion of the stroke is prevented. However, as soon as the speed of the accelerating motor equals the speed of the transmission shaft 23, brushes 28 and 29 come in contact and close circuit 32: current energizes solenoid 34' which attracts ratchet 80 to the dotted line position releasing stop 19 and allowing spring 2| to engage the clutch; as the speeds of the two clutch members are about equal, theengagement is very smooth.

' Supposing now that button 69 be in the direct drive position and valve 66 be open, as shown in full line in Figure 2, as theiaccelerator pedal is released vacuum is formed in cylinder 8 and the clutch is released. At the same time vacuum is also formed in cylinder 12 but at a slower rate according to the aperture of orifice 1| controlled by needle 13. Said needle is preferably so adjusted that suflicient time for shifting gears will elapse before enough vacuum is formed in cylinder 12 to' pullpiston 14 to a position corresponding to a closed valve 61, as shown in dotted lines in Figure 2. Then valve 81 closes and as atmospheric pressure is restored on both sides of piston ID (for instance through leaks) the clutch is again engaged. It will be noted that ratchet 88 does not prevent the clutch engagement ii thiscase, as it is kept in the release position by, lever 18, whichis'rotated by disc 11 to the dotted position. 1

When the accelerator pedal is again depressed and valve 53 closes, vacuum is dissipated in cylinder 12, piston 14 is returned by spring 15 ,to the position shown in full line, and valve 61 is opened, ready for another cycle.

and connected parts will be set in movement Referring now to the embodiment shown in Figures 3 and 4, we shall first see how it operates when the manually controlled switch I21 is left open. In normal driving pedal 99 is in the depressed position as shown in dotted lines, switch I05 is closed and switch I00 is open; lug H8 is in the position shown in dotted lines and so are lever H9 and switch I06, which is open:

cam I33 and levers III and I also are in the positions shown in dotted lines, the clutch being engaged and switch energizes motor I00 which is stationary.

If now the driver releases the accelerator pedal 99, switch I05 opens while switch I08 closes completing the circuit of conductors I01 and I02 connecting the electric source I03 and motor I00; said motor begins to rotate: and through pinion IIG moves gear H1 and cam I33, which engages finger Ill and compels lever III to rotate in anti-clockwise direction until the clutch is released (positiom shown in full lines). At this time finger I opens switch I09 and so motor I00 stops; levers III and H9 and cam IIB also stop in the position shown in full lines in Figure '3. As the clutch is released the vehicle may coast or free-wheel, and the gears may be shifted. I

As the driver again depresses pedal 99, switch I00 opens while switch I05 closes, and if the speed of the engine corresponds to that of the finger and lever III to drop to the left to the position shown in dotted lines in Figure 3, and the clutch to be engaged; this also retracts finger Ill from switch I20 and allows said switch to open. As gear II1 continues to rotate, lug IIO engages lever II9 .and opens switch I00, breaking the circuit; levers 'I II and Ill and cam III stop in the position shown in dotted lines, the clutch being engaged until the accelerator pedal is again released and another cycle begun.

Supposing now that the operator leave switch I21 closed and then release pedal 99, motor 400 ,until lever III assumes the position shown in full I09 closed. No current lines m Figure 3, as already explained. Insuch position finger Ill closes switch I00 and completes circuit |20 which in the preceding case was kept open by switch I21. As current flows in resistance I29, the heat generated is transmitted to thermostat I22 which expands and through rod I2l closes switch I25 and completes circuit I02, I32, I0l, and starts motor I00.

As already seen, as gear H1 and cam I rotate, the cam step passes beyond linger Ill and lever III rotates in clockwise direction allowing the clutch to be engaged; about at the same time lug I I0 engages lever I I9 and opens switch I06 with the result that motor I00 stops. If the accelerator pedal is again depressed the cycle just described is repeated.

It will be noted that after pedal 99 is released I the clutch does not stay in the released position longer than the time necessary for coil I20 and thermostat I22 to reach the temperature at which thermostat I22 .closes switch I25; said temperature and said length of time depend on the proportions of the parts involved and are preferably so chosen that gears may be shifted while the clutch is released, without operating the clutch pedal.

What I claim asmy invention is:

1. In a motor-car including an engine and a clutch, means controlling the engine power, means controlling the clutch, means actuating said clutch controlling means in dependence upon the position of said engine controlling means, and temperature controlled means rendering said actuating means inoperative.'

2. In a motor-car including an engine and a clutch, means controlling the engine power,

means connected to said engine controlling v means and disengaging the clutch when said engine controlling means are brought to the idling position, means for thereafter engaging the clutch, and temperature controlled means for rendering said engaging means operative.

3. In a motor-car including an engine, a? change-speed transmission and a clutch, means controlling the engine power, means controlling the clutch, means actuating said clutch controlling means in' dependence upon the position of saidengine controlling means, and temperature controlled means for in part controlling the operation of the actuating means to effect the desired operational the clutch.

I MICHELE CASER'I'A. 

